Goal is to assess the noise measurements from wayside single passby measurements in 2016-2021. In 2018, four pavement surface treatments were applied to test areas: 1/4" chip seal, 3/8" chip seal, Type II microsurfacing, and Type III microsurfacing.
There are eight sites, and four surface treatments; each surface treatment is replicated at two sites. Sound pressure levels were measured pre-treatment and post-treatment.
In the original assessment, the Type II microsurfacing was found to reduce overall sound intensity sound from OBSI measurements on average, from 99.2 to 97.6 dB. Other treatments did not reduce sound intensity levels, on average.
This analysis focuses on the wayside single passby data and assesses the effects of speed and pavement temperature in addition to surface treatments.
In the table below, SD_pavetemp is not applicable when the value is zero because the same pavement temperature was measured throughout the trial. These analyses exclude non-passenger car vehicle types (i.e., bus or motorcycle measurements), because they occurred infrequently and therefore vehicle type could not be used as a covariate in the analyses.
| Year | Treatment | N autos | Mean Speed (mph) | Speed SD (mph) | Mean Pavement Temp (deg F) | Pavement Temp SD (deg F) |
|---|---|---|---|---|---|---|
| 2016 | Baseline - Chip Seal | 93 | 53.47 | 7.13 | 95.59 | 4.99 |
| 2018 | Type II Microsurfacing | 27 | 45.36 | 5.55 | 124.16 | 1.27 |
| 2018 | Type III Microsurfacing | 16 | 51.24 | 9.61 | 69.26 | 3.84 |
| 2018 | 1/4 in Chip Seal | 15 | 54.33 | 8.04 | 89.80 | 3.90 |
| 2018 | 3/8 in Chip Seal | 30 | 45.53 | 6.58 | 119.00 | 0.00 |
| 2019 | Type II Microsurfacing | 34 | 45.09 | 6.34 | 66.76 | 16.02 |
| 2019 | Type III Microsurfacing | 14 | 56.04 | 5.61 | 81.00 | 0.00 |
| 2019 | 1/4 in Chip Seal | 37 | 48.78 | 6.76 | 64.00 | 0.00 |
| 2019 | 3/8 in Chip Seal | 34 | 43.76 | 6.08 | 85.00 | 0.00 |
| 2021 | Type II Microsurfacing | 33 | 45.68 | 6.25 | 79.15 | 6.50 |
| 2021 | Type III Microsurfacing | 32 | 50.36 | 6.85 | 97.24 | 1.36 |
| 2021 | 1/4 in Chip Seal | 29 | 52.17 | 7.33 | 86.00 | 0.00 |
| 2021 | 3/8 in Chip Seal | 29 | 44.21 | 5.31 | 74.93 | 4.28 |
Using MANOVA, we see that there are strong effects of all the predictors on noise levels across the frequency spectra. The table shows the summary of the statistical test for the difference in sound pressure level (LZFeq) across all 1/3 octave bands attributable to each of the predictors: pavement temperature, speed, surface treatment, and the statistical interactions between temperature and speed, and between surface treatment and speed. All predictors were statistically significant, including the interactive effects of speed and temperature, and speed and surface treatment.
Pillai’s trace is a test statistic used in multivariate analyses. It is based on the eigenvalues associated with each predictor, across all 1/3 octave bands. A larger Pillai’s value indicates that this predictor explains more of the difference in the response data (the matrix of all 1/3 octave band LZFeq values). In order to interpret the statistical significance of this test statistic, we examine the p-value. This represents whether the test statistic is larger than expected by chance; a p-value less than 0.05 is considered statistically significant.
1/3 octave bands from 50 Hz to 20 kHz were used for this analysis.
| Df | Pillai | approx F | num Df | den Df | Pr(>F) | |
|---|---|---|---|---|---|---|
| treatment | 4 | 2.849 | 13.748 | 108 | 600 | < 0.001 |
| pavetemp | 1 | 0.287 | 2.197 | 27 | 147 | 0.002 |
| speed | 1 | 0.683 | 11.755 | 27 | 147 | < 0.001 |
| pavetemp:speed | 1 | 0.245 | 1.762 | 27 | 147 | 0.018 |
| treatment:speed | 4 | 1.058 | 1.998 | 108 | 600 | < 0.001 |
| Residuals | 173 |
Plotting ANOVA LZFeq change from pre-treatment.
Response variables: treatment, pavement temperature, and speed, as well as the interactions between treatment and speed, as well as pavement temperature and speed.
The plots are generated from the output of the statistical models, holding pavement temperature constant at 90 degrees and speed constant at 50 mph. The change in LZFeq is calculated as the difference between the predicted sound levels at 90 degrees and 50 mph for a particular treatment, compared to the baseline pavement conditions in 2016 in the same conditions. The error bars are the standard errors for predicted LZFeq values.
The predicted values at these conditions are saved as LZFeq_2018_ANOVA_PredictedVals.csv and LZFeq_2018_ANOVA_PredictedVals_StdErr.csv
The plots below became Figure 18 in the DEVA QPP 1 month report.
The following shows the predicted LZFeq levels at standardized pavement temperature (90 degrees) and vehicle speed (50 mph). Two versions are shown, a point plot and a ‘ribbon plot’. Both show the predicted values, +/- 1 standard error.
The second plot is interactive; clicking on the legend will show or hide a specific treatment.
For the 2016 to 2019 comparison, all predictors remained significant, except that the interaction between pavement temperature and speed became only marginally significant (p = 0.076). The variable is retained here for comparison with the previous analysis of 2016 to 2018 data.
| Df | Pillai | approx F | num Df | den Df | Pr(>F) | |
|---|---|---|---|---|---|---|
| treatment | 4 | 2.383 | 10.315 | 108 | 756 | < 0.001 |
| pavetemp | 1 | 0.223 | 1.982 | 27 | 186 | 0.004 |
| speed | 1 | 0.685 | 14.946 | 27 | 186 | < 0.001 |
| pavetemp:speed | 1 | 0.175 | 1.461 | 27 | 186 | 0.076 |
| treatment:speed | 4 | 0.707 | 1.502 | 108 | 756 | 0.001 |
| Residuals | 212 |
Plotting ANOVA change in LZFeq from pretreatment, comparing 2019 measurements to 2016.
Response variables: treatment, pavement temperature, and speed, as well as the interactions between treatment and speed, as well as pavement temperature and speed.
The plots are generated from the output of the statistical models, holding pavement temperature constant at 90 degrees and speed constant at 50 mph. The change in LZFeq is calculated as the difference between the predicted sound levels at 90 degrees and 50 mph for a particular treatment, compared to the baseline pavement conditions in 2016 in the same conditions. The error bars are the standard errors for predicted LZFeq values.
The predicted values at these conditions are saved as LZFeq_2019_ANOVA_PredictedVals.csv and LZFeq_2019_ANOVA_PredictedVals_StdErr.csv
The plots below became figure 29-32 in the DEVA QPP 1 year report.
The following shows the predicted LZFeq values at standardized pavement temperature (90 degrees) and vehicle speed (50 mph). Two versions are shown, a point plot and a ‘ribbon plot’. Both show the predicted values, +/- 1 standard error.
The second plot is interactive; clicking on the legend will show or hide a specific treatment.
The table shows the summary of the statistical test for the difference in sound pressure level (LZFeq) across all 1/3 octave bands attributable to each of the predictors: surface treatment, vehicle speed, pavement temperature, and the statistical interaction between vehicle speed and pavement temperature, as well as the interaction between surface treatment and vehicle speed . Note that only 1/3 octave bands from 50 Hz to 4 kHz were included in this analysis. The high frequency analysis limit is due to the internal noise floor of the measurement equipment, which results in poor signal to noise ratio at high frequencies in areas with low ambient noise, such as Death Valley.
Pillai’s trace, shown in the third column of the table, is a test statistic used in multivariate analyses. It is based on the eigenvalues associated with each predictor, across all 1/3 octave bands. A larger Pillai’s value indicates that the predictor explains more of the difference in the response data (the matrix of all 1/3 octave band LZFeq values). In order to interpret the statistical significance of this test statistic, we examine the p-value. The p-value represents whether the test statistic is larger than expected by chance. For this analysis, a p-value less than 0.05 is considered statistically significant.
Using MANOVA, we see that there are strong effects of most predictors on the noise levels across the frequency spectra. All predictors are statistically significant at a level of \(\alpha\)=0.05, except for the interactive effect of vehicle speed and pavement temperature, as the p-value of Pillai’s test statistic is greater than 0.05. Surface treatment and vehicle speed are the strongest independent predictors of noise, as they both have large Pillai values with corresponding p-values less than 0.001.
| Df | Pillai | approx F | num Df | den Df | Pr(>F) | |
|---|---|---|---|---|---|---|
| treatment | 4 | 1.623 | 6.556 | 80 | 768 | < 0.001 |
| speed | 1 | 0.546 | 11.363 | 20 | 189 | < 0.001 |
| pavetemp | 1 | 0.193 | 2.265 | 20 | 189 | 0.002 |
| speed:pavetemp | 1 | 0.131 | 1.428 | 20 | 189 | 0.113 |
| treatment:speed | 4 | 0.51 | 1.402 | 80 | 768 | 0.015 |
| Residuals | 208 |
The below plots illustrate the current difference in spectral LZFeq from pre-treatment, after three years of use. The plots are generated from the output of the statistical models based on 2021 measured data, holding vehicle speed constant at 50 mph and pavement temperature constant at 90 degrees Fahrenheit to normalize the measured data for facilitation of direct comparison of surface treatments. The change in LZFeq after three years is calculated as the difference between the predicted sound levels at 50 mph and 90 deg F for a particular treatment in 2021, compared to the baseline pavement conditions in 2016 under the same vehicle speed and pavement temperature conditions. The error bars are the standard errors for predicted LZFeq values. The predicted values at these conditions are saved as LZFeq_2021_ANOVA_PredictedVals.csv and LZFeq_2021_ANOVA_PredictedVals_StdErr.csv
After three years, the 3/8" chip seal pavement attenuates more high frequency content but less mid frequency content than the pre-treatment, older 3/8" chip seal pavement. Similar to the results after one year, the type III microsurfacing after three years of use still attenuates less low frequency content than the pre-treatment pavement baseline.
The following shows the predicted LZFeq values at standardized vehicle speed (50 mph) and pavement temperature (90 deg F). Two versions are shown, a point plot and a ‘ribbon plot’. Both show the predicted values, +/- 1 standard error.
The second plot is interactive; clicking on the legend will show or hide a specific treatment.